JP2017180212A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit a combustion state of cylinders of a first bank and a combustion state of cylinders in a second bank from becoming unbalanced in a state where target boost pressure is low.SOLUTION: In a step S10, an ECU calculates a target boost pressure Pt that is a target value of an actual boost pressure Pa. In a step S11, the ECU compares the calculated target boost pressure Pt with a reference pressure Ps. In the step S11, when the ECU determines that the target boost pressure Pt is less than the reference pressure Ps, the processing performed by the ECU is transferred to a step S12. In the step S12, the ECU performs control so that an opening VpA of a first waste gate valve and an opening VpB of a second waste gate valve correspond to a target opening Vt. As a result, both of the opening VpA of the first waste gate valve and the opening VpB of the second waste gate valve are controlled to the common opening (target opening Vt).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device applied to an internal combustion engine having a first bank and a second bank.

  Patent Document 1 describes an internal combustion engine including a first bank and a second bank. In the invention described in Patent Document 1, exhaust is discharged from a cylinder of the first bank to an exhaust passage, and a turbocharger turbine is provided in the exhaust passage. The exhaust passage is provided with a bypass passage that is connected to the upstream side and the downstream side of the turbocharger turbine so as to bypass the turbine. The bypass passage is provided with a waste gate valve that is operated by an actuator. Further, the exhaust passages connected to the cylinders in the second bank are configured in the same manner as the exhaust passages in the first bank.

  In the invention described in Patent Document 1, the control device for the internal combustion engine is configured such that when the supercharger performs supercharging, the pressure of the intake air supplied to each cylinder of the first bank and the second bank is the target. Each actuator is controlled to adjust the opening of each waste gate valve so as to approach the supercharging pressure.

JP2015-209815A

  In the configuration in which the waste gate valve is operated by an actuator as in the invention described in Patent Document 1, the target supercharging pressure is low, such as a non-supercharging region where supercharging by the supercharger is not performed. Below, an actuator is stopped and the opening degree adjustment of the waste gate valve by the said actuator is stopped. The opening degree of the waste gate valve at this time is determined by a mechanical force such as a pressure upstream of the turbocharger turbine in the exhaust passage, a downstream pressure, and a frictional force acting on the waste gate valve or actuator. Is done.

  By the way, in the waste gate valve and the actuator, it is inevitable that some individual differences occur even if the specifications are the same. Therefore, as in the invention described in Patent Document 1, when a waste gate valve or actuator is provided corresponding to each of the first bank and the second bank, a mechanical acting on the waste gate valve or actuator is provided for each bank. Can make a difference. Then, under the situation such as the non-supercharging region described above, a difference may occur between the opening degree of the waste gate valve corresponding to the first bank and the opening degree of the waste gate valve corresponding to the second bank. is there. If such a situation occurs, a difference occurs between the pressure in the exhaust passage connected to the cylinder in the first bank and the pressure in the exhaust passage connected to the cylinder in the second bank. There is a possibility that the combustion state of the cylinder and the combustion state of the cylinder in the second bank are in an unbalanced state.

  In order to solve the above problems, the present invention provides a first bank having a cylinder for discharging exhaust gas to a first exhaust passage, a first supercharger in which a turbine is provided in the first exhaust passage, A first bypass passage that connects upstream and downstream of the turbine of the first supercharger in one exhaust passage to bypass the turbine of the first supercharger, and a first that opens and closes the first bypass passage A wastegate valve, a first actuator that operates the first wastegate valve to adjust an opening, a first opening sensor that detects the opening of the first wastegate valve, and a second exhaust passage A second bank having a cylinder for discharging exhaust gas, a second supercharger in which a turbine is provided in the second exhaust passage, and upstream and downstream of the turbine of the second supercharger in the second exhaust passage. Connect the sides A second bypass passage that bypasses the turbine of the second supercharger; a second wastegate valve that opens and closes the second bypass passage; and a second actuator that operates the second wastegate valve to adjust the opening degree. A second opening sensor that detects the opening of the second waste gate valve, and a pressure sensor that detects the pressure of the intake air supplied to each cylinder of the first bank and the second bank as an actual boost pressure, When the target boost pressure, which is the target value of the actual boost pressure, is equal to or higher than a predetermined reference pressure, the actual boost pressure is the target boost pressure. A first waste gate that is detected by the first opening degree sensor when the first actuator and the second actuator are controlled so as to approach the supply pressure, and the target supercharging pressure is less than the reference pressure. The first actuator and the second actuator are controlled such that the opening degree of the lube and the opening degree of the second waste gate valve detected by the second opening degree sensor become a common target opening degree. .

  According to the above configuration, when the target boost pressure is less than the reference pressure, control is performed so that the opening degree of the first waste gate valve and the opening degree of the second waste gate valve become a common target opening degree. Is done. Therefore, when the target supercharging pressure is less than the reference pressure, it is possible to suppress a deviation between the opening degree of the first waste gate valve and the opening degree of the second waste gate valve. As a result, it is possible to suppress an unbalanced state between the combustion state of the cylinders in the first bank and the combustion state of the cylinders in the second bank due to the difference in opening between the waste gate valves.

Explanatory drawing which shows the intake and exhaust passage structure of an internal combustion engine. An explanatory view showing composition of a bypass passage and a waste gate valve in an internal-combustion engine. The flowchart which shows the opening degree adjustment control of a waste gate valve.

Hereinafter, an embodiment of a control device for an internal combustion engine will be described. First, the configuration of the internal combustion engine 10 will be described with reference to FIGS. 1 and 2.
As shown in FIG. 1, the internal combustion engine 10 includes a first bank 10A having a cylinder 11A and a second bank 10B having a cylinder 11B. In FIG. 1, one cylinder 11A and one cylinder 11B are shown, but the internal combustion engine 10 is a V-type six-cylinder engine. The first bank 10A has three cylinders 11A and the second bank. 10B has three cylinders 11B.

  As shown in FIG. 1, the internal combustion engine 10 has a first intake passage 12A (shown on the left side in FIG. 1). The first intake passage 12A is provided with a first air cleaner 13A that removes foreign matters such as dust and dirt of the air to be sucked. A first air flow meter 14A that detects the flow rate of the intake air flowing through the first intake passage 12A is provided downstream of the first air cleaner 13A in the first intake passage 12A. The first air flow meter 14A outputs a detected value of the intake air flow rate to an engine control unit 50 (hereinafter abbreviated as an ECU 50) mounted on the vehicle.

  A compressor 31A of the first supercharger 30A is provided downstream of the first air flow meter 14A in the first intake passage 12A. The compressor 31A of the first supercharger 30A rotates in accordance with the rotation of an exhaust side turbine 32A described later. The compressor 31A of the first supercharger 30A supplies the intake air compressed along with the rotation to the downstream side of the first intake passage 12A.

  In the first intake passage 12A, the merged intake passage 15 is connected downstream of the compressor 31A of the first supercharger 30A. The merging intake passage 15 is provided with a throttle valve 16 for adjusting the amount of intake air flowing downstream. The throttle valve 16 has an opening set based on a command value from the ECU 50.

  An intake manifold 17 for distributing intake air to each cylinder 11A of the first bank 10A and each cylinder 11B of the second bank 10B is connected downstream of the throttle valve 16 in the combined intake passage 15. An intercooler 18 for cooling the intake air supplied to the intake manifold 17 is provided inside the intake manifold 17. In addition, a pressure sensor 19 that detects the pressure of intake air in the intake manifold 17 as an actual supercharging pressure Pa is provided downstream of the intercooler 18 in the intake manifold 17. The pressure sensor 19 outputs the detected actual boost pressure Pa to the ECU 50.

  An intake port 21A of the cylinder 11A in the first bank 10A is connected downstream of the intercooler 18 in the intake manifold 17. The intake port 21A is provided with an intake valve 22A for opening and closing the intake port 21A. The intake valve 22A opens and closes the intake port 21A in conjunction with the rotation of the crankshaft of the internal combustion engine 10.

  An exhaust valve 24A for opening and closing the exhaust port 23A is provided in the exhaust port 23A of the cylinder 11A in the first bank 10A. The exhaust valve 24A opens and closes the exhaust port 23A in conjunction with the rotation of the crankshaft of the internal combustion engine 10. Further, a first exhaust passage 25A for exhausting exhaust gas in the cylinder 11A is connected to the exhaust port 23A of the cylinder 11A in the first bank 10A.

  The turbine 32A of the first supercharger 30A described above is provided in the first exhaust passage 25A. The turbine 32A of the first supercharger 30A is rotated by the flow of exhaust gas in the first exhaust passage 25A, and the compressor 31A is rotated with the rotation of the turbine 32A. In the first exhaust passage 25A, a first exhaust purification catalyst 26A is provided downstream of the turbine 32A of the first supercharger 30A. The first exhaust purification catalyst 26A is, for example, a three-way catalyst, and removes hydrocarbons, carbon monoxide, and nitrogen oxides in the exhaust.

  As shown in FIGS. 1 and 2, the first exhaust passage 25A has a first bypass passage 27A that connects the upstream side and the downstream side of the turbine 32A of the first supercharger 30A to bypass the turbine 32A. Is provided. The first bypass passage 27A is provided with a first waste gate valve 41A for opening and closing the first bypass passage 27A. A first electric actuator 45A for opening and closing the first waste gate valve 41A is connected to the first waste gate valve 41A.

  The first electric actuator 45A has a built-in electric motor and a conversion mechanism that converts the rotation of the electric motor into a linear motion. As shown in FIG. 2, a first drive rod 46A is connected to the conversion mechanism of the first electric actuator 45A, and a first waste gate valve 41A is connected to the first drive rod 46A. The electric motor of the first electric actuator 45A rotates based on a signal from the ECU 50, and the first drive rod 46A linearly moves accordingly. Then, the first waste gate valve 41A opens and closes according to the linear motion of the first drive rod 46A.

  The first electric actuator 45A includes a first opening sensor 47A that detects the opening of the first waste gate valve 41A. The first opening sensor 47A detects the position of the first drive rod 46A as the opening VpA of the first waste gate valve 41A. The first opening sensor 47A outputs the detected opening VpA of the first waste gate valve 41A to the ECU 50. In the following description, the position (opening VpA) of the first drive rod 46A when the first waste gate valve 41A is fully open is 100%, and the first when the first waste gate valve 41A is fully closed. The position (opening VpA) of the drive rod 46A will be described as 0%.

  As shown in FIG. 1, the internal combustion engine 10 has a second intake passage 12B (shown on the right side in FIG. 1). Since the configuration related to the second intake passage 12B is the same as the configuration related to the first intake passage 12A, a part of the description is omitted below.

  A second air cleaner 13B is provided in the second intake passage 12B, and a second air flow meter 14B is provided downstream of the second air cleaner 13B in the second intake passage 12B. A compressor 31B of the second supercharger 30B is provided downstream of the second air flow meter 14B in the second intake passage 12B. In the second intake passage 12B, the merged intake passage 15 is connected downstream of the compressor 31B of the second supercharger 30B. That is, the second intake passage 12 </ b> B merges with the first intake passage 12 </ b> A in the merged intake passage 15.

  An intake port 21B of the cylinder 11B in the second bank 10B is connected downstream of the intercooler 18 in the intake manifold 17. The intake port 21B is provided with an intake valve 22B for opening and closing the intake port 21B. An exhaust valve 24B for opening and closing the exhaust port 23B is provided in the exhaust port 23B of the cylinder 11B in the second bank 10B.

  A second exhaust passage 25B for discharging the exhaust gas in the cylinder 11B is connected to the exhaust port 23B of the cylinder 11B in the second bank 10B. Since the configuration related to the second exhaust passage 25B is the same as the configuration related to the first exhaust passage 25A, a part of the description is omitted below.

  The turbine 32B of the second supercharger 30B described above is provided in the second exhaust passage 25B. In the second exhaust passage 25B, a second exhaust purification catalyst 26B is provided downstream of the turbine 32B of the second supercharger 30B.

  As shown in FIGS. 1 and 2, the second exhaust passage 25B includes a second bypass passage 27B that connects the upstream side and the downstream side of the turbine 32B of the second supercharger 30B to bypass the turbine 32B. Is provided. The second bypass passage 27B is provided with a second waste gate valve 41B for opening and closing the second bypass passage 27B. A second electric actuator 45B for opening and closing the second waste gate valve 41B is connected to the second waste gate valve 41B. As shown in FIG. 2, the second drive rod 46B is connected to the conversion mechanism of the second electric actuator 45B, and the second waste gate valve 41B is connected to the second drive rod 46B.

  The second electric actuator 45B includes a second opening sensor 47B that detects the opening of the second waste gate valve 41B. The second opening sensor 47B detects the position of the second drive rod 46B as the opening VpB of the second waste gate valve 41B. In the following description, the position (opening VpB) of the second drive rod 46B when the second waste gate valve 41B is fully open is 100%, and the second state when the second waste gate valve 41B is fully closed. The position of the drive rod 46B (opening VpB) will be described as 0%.

  The ECU 50 serving as the control device for the internal combustion engine 10 includes an arithmetic unit that executes a control program for the internal combustion engine 10, a ROM that stores the control program for the internal combustion engine 10, and data that is temporarily stored when the control program is executed. The computer has a RAM or the like. The ECU 50 is based on the detection value of the first air flow meter 14A, the detection value of the second air flow meter 14B, the opening of the throttle valve 16, and the detection values of various sensors such as an accelerator opening sensor and a vehicle speed sensor attached to the vehicle. Thus, the target boost pressure Pt is calculated.

  In the ROM of the ECU 50, a reference pressure Ps is stored in advance as a threshold value of the target supercharging pressure Pt for distinguishing whether the operating state of the internal combustion engine 10 is in the supercharging region or the non-supercharging region. In this embodiment, the reference pressure Ps is atmospheric pressure (1 atm). Further, in the ROM of the ECU 50, when the operating state of the internal combustion engine 10 is in the non-supercharging range, the opening VpA that the first waste gate valve 41A should take and the opening VpB that the second waste gate valve 41B should take. The target opening degree Vt is stored. In this embodiment, the target opening degree Vt (the positions of the first drive rod 46A and the second drive rod 46B) is set to 40 to 60%.

Next, how the ECU 50 controls the internal combustion engine 10 will be described with reference to FIG.
When the internal combustion engine 10 is operating, the ECU 50 performs opening degree adjustment control of the first waste gate valve 41A and the second waste gate valve 41B at a predetermined control cycle. The ECU 50 first executes the process of step S10 shown in FIG. 3 as the opening adjustment control.

  As shown in FIG. 3, in step S10, the ECU 50 calculates a target boost pressure Pt that is a target value of the actual boost pressure Pa. Specifically, the ECU 50 detects various sensors such as a detection value of the first air flow meter 14A, a detection value of the second air flow meter 14B, an opening degree of the throttle valve 16, an accelerator opening degree sensor and a vehicle speed sensor attached to the vehicle. Refer to the detected value. Then, the ECU 50 calculates the target boost pressure Pt according to the control program for the internal combustion engine 10. After calculating the target boost pressure Pt, the process of the ECU 50 proceeds to step S11.

  In step S11, the ECU 50 compares the target boost pressure Pt calculated in step S10 with the reference pressure Ps stored in the ROM of the ECU 50. When ECU 50 determines that target boost pressure Pt is equal to or higher than reference pressure Ps (NO in step S11), the process of ECU 50 proceeds to step S13.

  In step S13, the ECU 50 sets the opening VpA of the first waste gate valve 41A and the opening VpB of the second waste gate valve 41B so that the actual boost pressure Pa detected by the pressure sensor 19 approaches the target boost pressure Pt. Control. Specifically, when the actual boost pressure Pa is smaller than the target boost pressure Pt, the ECU 50 controls the first electric actuator 45A to reduce the opening degree VpA of the first waste gate valve 41A by a predetermined amount. As a result, the amount of exhaust gas flowing into the first bypass passage 27A is reduced, and the rotational speed of the turbine 32A of the first supercharger 30A is increased. Along with this, the rotational speed of the compressor 31A of the first supercharger 30A also increases and the actual supercharging pressure Pa also increases. Similarly, the ECU 50 controls the second electric actuator 45B to decrease the opening degree VpA of the first waste gate valve 41A by a predetermined amount. On the other hand, when the actual boost pressure Pa is greater than the target boost pressure Pt, the ECU 50 controls the first electric actuator 45A to increase the opening VpA of the first waste gate valve 41A by a predetermined amount. As a result, the amount of exhaust gas flowing into the first bypass passage 27A increases, and the rotational speed of the turbine 32A of the first supercharger 30A becomes slow. Along with this, the rotational speed of the compressor 31A of the first supercharger 30A also decreases, and the actual supercharging pressure Pa also decreases. Similarly, the ECU 50 controls the second electric actuator 45B to increase the opening degree VpB of the second waste gate valve 41B by a predetermined amount. After the process of step S13 is complete | finished, 1 cycle of the opening degree adjustment control by ECU50 is complete | finished. And the process of step S10, step S11, and step S13 is repeatedly performed in multiple cycles, and the actual boost pressure Pa gradually approaches the target boost pressure Pt.

  In contrast, if the ECU 50 determines in step S11 that the target boost pressure Pt is less than the reference pressure Ps (YES in step S11), the process of the ECU 50 proceeds to step S12. In step S12, the ECU 50 determines the first opening degree VpA of the first waste gate valve 41A detected by the first opening degree sensor 47A so that it matches the target opening degree Vt stored in the ROM of the ECU 50. The electric actuator 45A is controlled. Similarly, the ECU 50 controls the second electric motor so that the opening degree VpB of the second waste gate valve 41B detected by the second opening degree sensor 47B matches the target opening degree Vt stored in the ROM of the ECU 50. The actuator 45B is controlled. The target opening degree Vt related to the opening degree VpA of the first waste gate valve 41A and the target opening degree Vt related to the opening degree VpB of the second waste gate valve 41B are common values. Therefore, when the ECU 50 executes the process of step S12, the opening VpA of the first waste gate valve 41A and the opening VpB of the second waste gate valve 41B are both controlled to a common opening (target opening Vt). The

Next, the effect of the series of opening adjustment control will be described.
In the above embodiment, under the situation where the target boost pressure Pt is smaller than the reference pressure Ps, not only the opening VpA of the first waste gate valve 41A but also the opening VpB of the second waste gate valve 41B is the target opening Vt. Controlled. That is, even if there is an individual difference between the first waste gate valve 41A and the second waste gate valve 41B, or between the first electric actuator 45A and the second electric actuator 45B, the first waste gate valve 41A. The opening degree VpA of the second wastegate valve 41B and the opening degree VpB of the second waste gate valve 41B can be controlled to a common opening degree. Therefore, the cylinders of both banks have a difference in the amount of internal EGR, for example, due to the deviation between the opening VpA of the first waste gate valve 41A and the opening VpB of the second waste gate valve 41B. It is possible to prevent the combustion state of the gas from becoming unbalanced. As a result, each cylinder 11A of the first bank 10A and each cylinder 11B of the second bank 10B can be appropriately operated under the same control.

  By the way, in the said embodiment, suppose that the target supercharging pressure Pt was changed from the condition where the target supercharging pressure Pt is smaller than the reference pressure Ps, and the target supercharging pressure Pt after the change became larger than the reference pressure Ps. . At this time, the opening degree VpA of the first waste gate valve 41A is changed from the target opening degree Vt to an opening degree sufficient to achieve the new target supercharging pressure Pt.

  Here, if the target opening degree Vt is set to 100% (fully opened), the opening amount of the first waste gate valve 41A is small enough to achieve the new target supercharging pressure Pt. It takes a reasonable amount of time to reach the degree. That is, if the target opening degree Vt is set near 100%, the actual boost pressure Pa is controlled to the new target boost pressure Pt when the target boost pressure Pt becomes larger than the reference pressure Ps. There is a possibility that the responsiveness may deteriorate.

  On the other hand, in the said embodiment, 40 to 60% is employ | adopted as the target opening degree Vt of the opening degree VpA of 41 A of 1st waste gate valves. Therefore, when the target boost pressure Pt becomes larger than the reference pressure Ps, even if the opening degree of the first waste gate valve 41A capable of achieving the target boost pressure Pt is close to 0%, the first waste gate valve It can be suppressed that the time until the opening of 41A reaches the opening close to 0% is excessively long. In this regard, the same applies to the second waste gate valve 41B.

The above embodiment can be modified as follows.
In the above embodiment, the opening adjustment control of the waste gate valve is applied to the V-type 6-cylinder engine as the internal combustion engine 10, but the aspect of the internal combustion engine 10 is not limited to that of the above embodiment. For example, the waste gate valve opening adjustment control may be applied to a V-type engine of a plurality of cylinders other than six cylinders, or may be applied to a horizontally opposed engine. That is, as long as a waste gate valve that opens and closes the bypass passage is provided in each of the first bank 10A and the second bank 10B, the opening adjustment of the waste gate valve of the above embodiment is possible regardless of the internal combustion engine. Control can be applied.

  In the above embodiment, the opening degree VpA detected by the first opening degree sensor 47A and the second opening degree sensor 47B are detected in the opening adjustment control of the waste gate valve when the target boost pressure Pt is equal to or higher than the reference pressure Ps. The opening degree VpB to be performed was not referred to, but this is not restrictive. If the actual boost pressure Pa can be controlled to approach the target boost pressure Pt, refer to the opening VpA detected by the first opening sensor 47A and the opening VpB detected by the second opening sensor 47B. Control may be performed or detection values of other sensors may be referred to.

  The configuration for opening and closing the first waste gate valve 41A is not limited to the first electric actuator 45A. For example, a diaphragm type actuator may be used. Even when the first waste gate valve 41A is opened and closed by a diaphragm actuator, the opening VpA of the first waste gate valve 41A can be adjusted by controlling the pressure supplied to the pressure chamber. . The second waste gate valve 41B can be similarly changed.

  The first opening sensor 47A is not limited to detecting the position of the first drive rod 46A in the first electric actuator 45A. For example, the rotation angle position of a gear or the like of the conversion mechanism built in the first electric actuator 45A may be detected, or the rotation angle position of the rotor of the electric motor in the first electric actuator 45A may be detected. It may be a thing. Further, the position of the first waste gate valve 41A may be directly detected. The same applies to the second opening sensor 47B.

  The reference pressure Ps is not necessarily atmospheric pressure (1 atm), and may be larger or smaller than atmospheric pressure. In which supercharging region the individual difference of each waste gate valve and the individual difference of each electric actuator is manifested as a difference in the opening degree of the waste gate valve differs depending on the configuration of the waste gate valve and the electric actuator. Therefore, a reference pressure Ps corresponding to the configuration of the waste gate valve or the electric actuator may be set by performing a test or the like.

  The reference pressure Ps may not be a fixed value. For example, the reference pressure Ps may be changed according to the external environment such as the atmospheric pressure and temperature outside the vehicle on which the internal combustion engine 10 is mounted. Even if the reference pressure Ps is variable, the reference pressure Ps is a predetermined reference pressure if a map or calculation formula for calculating the reference pressure Ps is stored in the ROM of the ECU 50. It can be said that there is.

  The target opening Vt is not limited to 40 to 60% and can be changed as appropriate. For example, if the operation of the first electric actuator 45A is fast and the opening degree VpA of the first waste gate valve 41A can be quickly changed, even if the target opening degree Vt is set to 100% (fully open), The problem of the responsiveness of the opening degree of the first waste gate valve 41A hardly occurs.

  If the target opening Vt of the first waste gate valve 41A and the target opening Vt of the second waste gate valve 41B are common, the target opening Vt may not be a fixed value. The target opening degree Vt may be changed according to the external environment such as the atmospheric pressure and temperature outside the vehicle on which the internal combustion engine 10 is mounted.

  In the above embodiment, when the target boost pressure Pt is less than the reference pressure Ps, the opening VpA of the first waste gate valve 41A and the opening VpB of the second waste gate valve 41B become the target opening Vt. However, it is also possible to perform a series of controls regardless of the target boost pressure Pt. For example, a predetermined reference value is set in advance for the target value of the engine load factor, and when the target value of the engine load factor is less than the reference value, the opening VpA and the second waste of the first waste gate valve 41A. You may control so that the opening degree VpB of the gate valve 41B may become the target opening degree Vt. Further, for example, when a predetermined reference value is set in advance for the target value of the engine negative pressure and the target value of the engine negative pressure is less than the reference value (when the degree of negative pressure is greater than the reference value). The opening degree VpA of the first waste gate valve 41A and the opening degree VpB of the second waste gate valve 41B may be controlled to be the target opening degree Vt.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 10A ... 1st bank, 11A ... Cylinder, 12A ... 1st intake passage, 13A ... 1st air cleaner, 14A ... 1st air flow meter, 15 ... Merged intake passage, 16 ... Throttle valve, 17 ... Intake manifold , 18 ... Intercooler, 19 ... Pressure sensor, 21A ... Intake port, 22A ... Intake valve, 23A ... Exhaust port, 24A ... Exhaust valve, 25A ... First exhaust passage, 26A ... First exhaust purification catalyst, 27A ... First Bypass passage, 30A ... first supercharger, 31A ... compressor, 32A ... turbine, 41A ... first wastegate valve, 45A ... first electric actuator, 46A ... first drive rod, 47A ... first opening sensor, 10B ... second bank, 11B ... cylinder, 12B ... second intake passage, 13B ... second air cleaner, 14B ... second Aflow meter, 21B ... intake port, 22B ... intake valve, 23B ... exhaust port, 24B ... exhaust valve, 25B ... second exhaust passage, 26B ... second exhaust purification catalyst, 27B ... second bypass passage, 30B ... second Supercharger, 31B ... Compressor, 32B ... Turbine, 41B ... Second waste gate valve, 45B ... Second electric actuator, 46B ... Second drive rod, 47B ... Second opening sensor, 50 ... Engine control unit (ECU) , Pa: actual supercharging pressure, Pt: target supercharging pressure, Ps: reference pressure, VpA: opening of the first waste gate valve, VpB: opening of the second waste gate valve, Vt: target opening.

Claims (1)

A first bank having a cylinder for discharging exhaust gas to the first exhaust passage; a first supercharger in which a turbine is provided in the first exhaust passage; and a turbine of the first supercharger in the first exhaust passage. A first bypass passage that connects the upstream side and the downstream side of the first supercharger to bypass the turbine, a first wastegate valve that opens and closes the first bypass passage, and the first wastegate valve. A first actuator that operates to adjust the opening; a first opening sensor that detects the opening of the first wastegate valve;
A second bank having a cylinder for discharging exhaust gas to the second exhaust passage; a second supercharger having a turbine in the second exhaust passage; and a turbine of the second supercharger in the second exhaust passage. A second bypass passage that connects the upstream side and the downstream side of the turbine to bypass the turbine of the second supercharger, a second waste gate valve that opens and closes the second bypass passage, and the second waste gate valve A second actuator that operates to adjust the opening; a second opening sensor that detects the opening of the second wastegate valve;
A control device applied to an internal combustion engine comprising a pressure sensor that detects an intake pressure supplied to each cylinder of the first bank and the second bank as an actual boost pressure;
When the target boost pressure that is the target value of the actual boost pressure is equal to or higher than a predetermined reference pressure, the first actuator and the second actuator are set so that the actual boost pressure approaches the target boost pressure. When the target supercharging pressure is less than the reference pressure by controlling the actuator, the opening degree of the first waste gate valve detected by the first opening degree sensor and the second degree detected by the second opening degree sensor. A control apparatus for an internal combustion engine, wherein the first actuator and the second actuator are controlled such that an opening degree of the waste gate valve becomes a common target opening degree.

Images